Two-cycle internal-combustion engine.



F. O. WOODLAND.

TWMYCLE INTERNAL COMBUSTION ENGINE.

APPLIGATION FILED JAN 29, 1912.

1,104,596. n ed July 21, 19m

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ODLAND.

Patented July 21, 1914 2 SHEETS-SHEET 2.

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FRANK O. VJOODLAND, OF WORCESTER. MASSACHUSETTS TvlQsCYC LE INTERNAL-COMBUSTION ENGINE.

Specification of Letters Patent.

Application filed January 29, 1912. Serial No. 674176.

I 1, at! whom 5 may concern;

.Be t 'nown that I, FRANK O. 'UODLAN'D, Ye citizen of the United States, residing at I W'orccster. in the county of Worcester and State of Massachusetts, have invented a new and useful Improvement in Two-Cycle lnternsl-Gombustion Engines, of which the following is a specification, reference being made tl'iereint-o the accompanyiiig drawings.

This invention relwtes to internal combustion engines more particularly designed for automobiles, motoncars, motor-trucks and other loeoi'notive or power mechanisms, and

in which vapor-gas of gasolene. oil. or simi-' 1211' hydro-carbon fuel is employed.

The prime object of my present invention is to provide a simple and efficient means for controlling the ingress and egress of gases in an internal combustion engine, in a manner to avoid excessive mingling of the incoming charge of fresh gas, or explosive mixture, with the spent gases within the wmhnsti -n chamber.

.Another object is to provi do, in an inter- '2-5 nal combustion engine of that class in which the. spent charge. is ejected from the combos tion chamber by the incoming charge, of a methorl and means for introducing an inter posed 1 Ver or stratum of air between the spent-'cl e and incoming charge within the comb ion chamber, more fully herelnhftfl explained.

Another object is to provide a twocycie engine having a simple. tubular piston in eluding the combustion chamber within the piston, with means for taking in the ,:harge of explosive gas in an approximately concentric manner near one end of said chamber, and circnmferentially exhausting the spent charge near the other end of said chamber.

These objects I attain by mechanism emboying the peculiar idea of means and or ggiilized for operation as illustrated in the accompanying drawings. wherein-- Figure l is a central section in the direction of iine W, Fig. 3, of a two-cycle internal combustion engine illustrating thy nvention; the piston being at its extreme outwarti position, Fig. 2 is an elevation view with the cylinder shownin section and-the piston shown lll side view, the piston being at three-quarter stroke up, .01 near its inward position. Fig. 3 is a transverse section atthe n ition of line X, Fig. 1; F1 t is a transverse section at the posit-ion 0- line Y on I 1, Fig. 5 is a central section showing a means whereby the admitted hi1 posl tirely forced into the cylinder; Fig. 6 is a.

fragmentary section View showing a slight; IE'KXllfiCdUOH, whereby the tubular extension of the piston is foreshorte-ned to admit the intake of the charge over the. edge thereof, Referring to parts the numei'ul' 12 cates the engine cylinder; 13 the clo fitl crank-casing attached to the lower or-outer end ofthe cylinder, endv adapted tp'incl gdc;

the compression-chamlger Q3 14: the cylinder head having an nwardly extended c ylin: drical portiqnthat is somewhat longer than the. piston moven'ient, gnd reaches s o me dis; tunce vwithin the cylinder proper, with ,an annular space- 15. between thc t-wo cylindrical surfaces, into which spece thefend ofth'e piston is projected in its moye'roent', and provided, With-a water-jacket spec/e 4; The piston consists of aitnbular barrel Patent-ed J y 1 or shell with a solicl' head or 1lisk'5, located 7 at an intermediate positionthsrei-n, to which the connection-rod is jointel.' Said piston is fitted to slide Within the .cyli ider 12 with a reeiprocative action. Ellie tubular portion shove the piston-disk 5" extends, up to the. minnlar recess 15; the space between the cylinder-head and piston-disk Within this tn hulm portion of the yiston being the coml'mstionrfiiamber F, w. erei-n the firing of the gas is etiectecl. A tubular part of the piston projects below the disk for a distance sufiicient to close the cylinder ports when the piston moves toward the inner end ofvthe cylinder.

16- indicates the engine shaft, anti 17 the criink or wristpin to which connection s made from the piston 5 by the connectionfoil 18 in the usual manner; said parts being inc iseoi in the casing 13. The piston is .provided near it upper end with ports 2 which open through the shell into the interior space F that constitutes the explosion chember:

' axis of the cylinder.

preferably an annular row or ring of ports all in the same plane perpendicular to the The piston also has a second row of ports 3 formed through the tubular shell at or near the piston disk or partition 5*.

The inner face of the cylinder 12 is provided, at a position approximately in line with or slightly below the inner end of the. cylinder head 14, with a circular groove or circular row of ports 22 having a co-mating relation with the ports 2 of the piston when the latter is at the outward limit of its stroke, or approximately so. Said groove 22 communicates through a passage 23 with the chamber C in the crank-case. The cylinder is also provided with a circular groove or row of ports33 having a registering relation with the ports 3 of the piston, which groove communicates with the exhaust exit 25. Both these sets of ports 2-22, and 333, come into open relation when the piston is at its outer posit-ion or near the lower end of the stroke, and are closed for cutting 01f the passage of gases, by the action of the piston as it moves toward the cylinder head, the forwardly projecting tubular end of the piston moving up within the annular recess 15. The groove 22 connects throu h suitable openings or directly, with the in uction passage 23 leadin from the crank-case chamber 0, for conducting the charge therefrom to the chamber F.

The ports'2 and 22 are designed and arranged to form, as nearly as practicable, a circumferential ingress from which the gas and air fiows radially inward into the cham ber F, from all sides simultaneously, in a plane perpendicular to the'axis of the piston, and close to the surface of the head; thereby forming acompact cylindrical mass or body of gas that forces down the mass of spent gas Without excessively mingling therewith; while the spent gases in like manner pass out at al sides of the circle through the ports 3, t e scavenging being thus effected as a uniform lowering of the contained cylindrical mass, in contradistinc- -tion to the exhaustion from one side of the mass. The cylinder is best provided with suitable packing rings 7 arranged about the piston at the positions indicated.

10 indicates the supply pipe leading from a carbureter or source of vapor-gas fuel. The carbureter and means for throttling may be of any approved type, and as such devices are common and well known they are not herein shown; the only essential being a supply of vapor-gas through the pipe 10 which leads into the chamber C, and which is controlled by the action of the piston serving as its valve.

6 indicates the sparking-plug or ignition means, which may be of any suitable construction, and controlled for igniting charge at the proper instant in well known manner.

In lieu of forming ports 2 through the piston extension, and having the end of the tubular portion extend beyond the port openings, the tubular portion may in some in stances be terminated, as illustrated in Fig. (3 on a line corresponding to the position of the lower edge line of the ports, so that the inflow from the surrounding port or groove 22 of the cylinder, will be discharged from all sides, across and over the top-edge of said tubular piston, immediately adjacent to the inner-end face of the cylinder-head; the inflow of the charge being substantially s-imilar to the inflow through the row of ports 2.

Another feature of my invention provides a means for the introduction or admittance of air into the combustion-chamber preceding the charge of explosive mixture, in a manner that practically forms a layer or disk-like mass of air between the iii-coming explosivecl'iarge and the out-going spent gases within the combustion-chamber F, thereby to give an eii'ectual division between the charge and spent gases preventing the mingling of the fresh explosive-mixture and spent material, and effecting thorough scavenging without loss of explosive eliiciency. The means for attaining this introduction of air may be variously constructed and located, and is not confined to the precise details herein shown; but the invention involves the means embodying the principle, of filling the deliveryend of the induction-passage,'or a circumferential space in the cylinder-shell which constitutes the ingress port, with a volume of air under a desired degree of pressure, and in such manner and relation that when the piston reaches the point where the inletports open for admitting the charge the volume of air passes laterally into the combustion-c-hamber at one end thereof, from the opposite sides, approximately about the entire circle, adjacent to the head, and pre ceding the inflow of the explosive mixture: the air disposing itself in a cylindrical or approximately disk-like mass, which is in like manner followed by the charge of explosive mixture; the air lying between said mixture-and the spent-gases, while the latter are expelled through the exhaust ports; as may also be a portion of the air at the latter stage of the action, so that practically all of the spent-gas escapes from the chamber before the ports close and the firing occurs. in the present instance, as shown in Figs. 1 and 3, the embodiment consists of an air inlet passage 20 controlled by a valve 19, actuated by a connection 21 and cam 24 on a shaft driven in suitable manner and operating in unison with the engine shaft 16. A spring 26 may be used to aid in closing the valve. The airinlet passage 20 communicates with the gas- 22 and more or less of the passage 23.

partiy around the circle within the cylinder shell to CUUHGL'H/ with the channel or groove 2'2 at 01: positc QltlQS- approximately as shown at 27 and 28, and 29 and 30 on Fig. 3, the

better to equalize the flow about the entire circumference of the row of ports 2.

V In the operation the movement'of the piston is from the position shown in Fig. 1 to the position of the dotted line M. The upward or inward part of the stroke com presses the charge which is confined in charm bci' .F wholly within the tubular part of the piston between the disk? and cylinder head 14; and a partial vacuum iscreated in the chamber C. When the inlet is 1111: covered by the lower end-0f the pishm, and the valve 19 is opened by the cam 2401 con troller means, the vapor-gas from the can hureter into the chamber G, and atmospheric air passes into the inlet Q0 to a greater or less amount, regulated. by the lengthof time the valve 19 isheld open; the air occupying the space within the g'xzoo je the ports 2 and 22 come into coincident relation the pressure in chamber C causes a flow through the passage 2,3, the air oceu' pying the space 22 and upper part of pass age 28 flows into the chamber F .pcececcliilg the volume offvapor-gas from the chamber 0. which follows the air into one and of the piston chamber F while the spent gom flow out laterally at the othexi end of said chamberythe fre sli: charge, the intermediate air and" the spenbgascs wcspcct-ivelg: assuming indiviliual layers; one above the othcr, in diskwvise order with a minimum of inter mingling tendency, the layer of air @z'ving as a neutral pantitioo between the spent and fresh gases. The exheust ports 2 and 23 commence to open a littlehcfore the opening of the inlet ports and. 122 and remain open until the inlet portscloee thereby favoring the completescavenging before compression of the fresh charge commence. up stroke of the piston the charge within the chamber F, and ignition thereof efi'ected by the snarling devices as the A piston shorts on its downward strol-gge. The

explosion of the-compressed charge in chainher Fimparts the powcr-stroke movement to the piston Sai movement closing the inlet 10 and comprtfieing the gas within the Cll2XD- he? C; and as the ports 3 and come into mincident relation the product of the mm hustion allowed Lo pass; out latex-ill a mud the pis on, and ,o escape through the exit.- 25; 2 in??? charge enters the nnher F tfi above dcsciibecl, and the op oration i9 I'QlJQflifiu lahe reciprocating piston impanting power and motion to the shwit. by its connection, as will he rsatliliy undeysioofl.

Fig. 5 illustrates an embodiment of my invention wherein the construction is do signed for introducing the air by force Mid under Pressure. In this modification there is provided a reciprocating air-pumgiing;pis

ton 85 that works in a supplemental cylinder I 36. the interior of which oonummicwt es hy a .auitahle paeeagc 20f with the'cireumfene'n tial port or chamber 22015 the engine-cylim tier 1,2. The piston is -proviclcdwith means. as a shaft and crank 37, connected suitable gearing 38, to work in unisogi with the engine shaft 116, and a-connectionrod 32) operated therefrom is coupled to the pump-piston for actuating the same. The pum=ping-piston is best made tubular in form with a port or ports 40 that come into registering relation with an intake aperture 41 at the lower encl of the stroke, and with the passage 20 to the chamber at. the upper end of the stroke. The tubular end of the piston extends into an annular recess 42in the cylinder head. The piston 35 is preferahly made in itself the means for opening the ports or passages 41 and 20*, as shown. When the piston 35 descends the passagei;

22 and 20* are out fromthe ohamberF by the engine piston 5, and the tubular pumppisaton 3b; a partial vacuum is there flare formed in the pump-chamhennnhifl its port 4-6 comes into register with the inlet port 41, than the air niches into the pump chamber and is therein compressed as 'the iston moves upwarcl' until its port 40 comes Into line with the passage 20 When' the win-pressed air flows into the spaccoi" which are at that time cut off from combustion chamber F by the tubiilar pieton 5. the-compressed air hack pressesmnfinvcl in the v pace :22 under a pressune equal to the compression of the charge in chamotr C. lVhen the ports .2 become opencd the air passes into the chamber F iniul 22;: n; of he explosive mixture, and for the purpose of forming an advancing barrier to expel the spent gases and a more complete scavenging of the mambostion 5 chamber Without undue loee of efficiency in the crqilmive charge. x

The introduction of the hit? of air, as above described, obviates liability of pro ignition of the incoming charge, since it prevents the fresh charge of explosive mi ture coming into direct contact with the hot product of the reviously exploded charge within the com ustion chamber. Another desirable result of the introduction of an intermediate layer of air is, that a higher degree of compression can bersafely employed; hence greater economy and efficiency 1s attained in the working.

When the motor is working under but partial capacity and the carbureteris throttled to a greater extent than when full capacity is used the in-draft of air at 20 is greater in volume thus making a thicker layer of air, in the combustion-chamber, between the spent charge and the fresh charge; thereby getting rid of a greater amount of the spent charge than would otherwise ensue; also making it impossible for any of the fresh gases to mingle with the spent gases; hence attaining a more effective explosion and a more perfect action when the machine is running on slow speed.

. I claim 1. In an internal combustion engine of the two-cycle type, the cylindrical tubular piston having a partition-disk or head approximately mid-way thereof, and provided with inlet and outlet ports, one set circumferentially disposed near the upper end of the tubular extension, the other set near the piston disk; in combination with a crank-shaft, a connection thereto from the piston, a compression-chamber, a cylinder within which said piston reciprocates, the cylinder head having an inward extension forming an annular recess to receive the tubular top-end of the piston, said cylinder having upper and lower circumferential, inwardly open grooves, one positioned adjacent to the inner end of the cylinder head, the other positioned below, to register with the respective sets of pistonports when the piston is at the outward end of its stroke, a fuel-supply inlet into said compression chamber controlled by the lower extended part of the tubular piston, and a feed connecting passage from said compres sion chamber into the upper circumferential groove of said cylinder, said piston acting as a valye for the circumferential ports of the cylinder and for controlling the fuel inlet.

2. In an internal-combustion engine in which the spent charge is expelled by the incoming charge, the combination, with the engine-cylinder having an annular pistonreceiving space at its upper end, and an in ternal circumferential channel in its wall adjacent to the mouth of said annular space, a reciprocating piston having a tubular extension that enters said annular space and is also adapted to serve as a valve for said circumferential internal channel, a chargemixing chamber and passage for conducting explosive-mixture therefrom into said circumferential channel, an auxiliary air-inlet way leading into said channel for admitting air thereinto, and amechanically actuated means for controlling said air-inlet way for positively regulating the supply of air enwith said chamber-space and oppositely arranged for alternately filling the chamberspace and port, means in connection with said charge-supply passage for accumulating, compressing and delivering the fuel element, and means cotiperating with said air-supply passage for inducting air into said surrounding chamber-space at a predetermined instant, and for limiting the amount of the air inflow.

4r. In an internal combustion engine of the two-cycle type, the combination with. the cylinder provided with inlet and exit ports, a reciprocating tubular piston having its piston-head or disk at intermediate position therein, and provided with ports adjacent to said disk, the combustion chamber bein within said piston tube, of a cylinder-hea provided with a cylindrical body portion of less diameter than the cylinder bore, and extending within the cylinder for a distance approximately equal to the extent of the piston stroke, with an annular recess between the cylinder surfaces approximately fitting the tubular end of the piston; means for compressing and conducting the fuel elements into the combustion chamber through said inlet ports near said cylindcr-head-extension, suitable ignition appliances for con trally firing the charge, and means for circumfercntially introducing a layer of air into the conibustiomchamber at plane adjacent to the inner face of said cylinder head, and preceding the inflow of the fuel element charge into said combustion chamber.

5. A two cycle internal combustion engine, comprising, in combination, a tubular piston including the combustion-chamber, and provided with an upper and lower circular row, of orts thereinto, a cylinder in which said piston reciprocates, a cylinder head having an inward extension affording an annular recess for receiving the end of the piston, a closed crank-casing, the inlet from the carburcter leading into said casing and controlled by said piston, circular chambers within the cylinder having ports that coact piston, and for a limited time in the cycle of 10 with the piston ports at the respective planes action.

for intake and exhaust, a passage from the Witness my hand this 25th day of J ancgankgiase charlnber into the circularhintake uary, 1912.

c am r, an ex laust exit mm the ot er cir- 7 cular chamber, an air inlet wa c0mmunicat- FRANK WOODLAND ing with the circular intake chamber, a con- Witnesses:

trolling means for intermittently operating CnAs. H. BURLEIGH.

the air inlet, in unison with the action of the C. S. PUTNAM. 

